Type IV upgrades and FI, Where's the cut-off to carbs? |
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Type IV upgrades and FI, Where's the cut-off to carbs? |
boxsterfan |
Jan 7 2014, 12:42 PM
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#1
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914's are kewl Group: Members Posts: 1,776 Joined: 6-June 03 From: San Ramon, CA Member No.: 791 Region Association: Northern California |
At some point, my motor (1974 2.0L) will need a rebuild. I'm not going to go the /6 conversion on this car. If I rebuild the motor to a 2056 or 2270 displacement, can I still use the FI system (D-jet)? Or is there some spot in here where it is better to switch to carbs? Or if I wanted to have FI then switching to L-Jet instead?
Happy to do some reading if you have it... (IMG:style_emoticons/default/chowtime.gif) |
Porschef |
Jan 7 2014, 07:52 PM
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#2
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How you doin' Group: Members Posts: 2,165 Joined: 7-September 10 From: LawnGuyland Member No.: 12,152 Region Association: North East States |
For kicks... I've got a 2056 with a JR cam and Ljet. I believe it was set up at 9:1. Runs real well after the first 60-90 seconds after a cold start, when it would like to stall without additional pedal. Feels like it has mucho mas cajones than the 2.0 I had...
I've driven Chris' 2270 with Ljet. Even more fun. I feel the Ljet is just a bit more "modern", and seems to be a bit more adaptable to a larger displacement engine. these are simply my SOTP impressions... |
boxsterfan |
Jan 7 2014, 08:12 PM
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#3
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914's are kewl Group: Members Posts: 1,776 Joined: 6-June 03 From: San Ramon, CA Member No.: 791 Region Association: Northern California |
For kicks... I've got a 2056 with a JR cam and Ljet. I believe it was set up at 9:1. Runs real well after the first 60-90 seconds after a cold start, when it would like to stall without additional pedal. Feels like it has mucho mas cajones than the 2.0 I had... I've driven Chris' 2270 with Ljet. Even more fun. I feel the Ljet is just a bit more "modern", and seems to be a bit more adaptable to a larger displacement engine. these are simply my SOTP impressions... That's my impression also about L-Jet....just a bit more modern. In addition, it seems to have way less number of sensors ($$$$). I'm not quite sure if the AFM is adjustable or not? Some old 280Z's I had could have their AFM box adjusted with a simple turn of a screw. |
ChrisFoley |
Jan 7 2014, 08:41 PM
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#4
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I am Tangerine Racing Group: Members Posts: 7,925 Joined: 29-January 03 From: Bolton, CT Member No.: 209 Region Association: None |
For kicks... I've got a 2056 with a JR cam and Ljet. I believe it was set up at 9:1. Runs real well after the first 60-90 seconds after a cold start, when it would like to stall without additional pedal. Feels like it has mucho mas cajones than the 2.0 I had... I've driven Chris' 2270 with Ljet. Even more fun. I feel the Ljet is just a bit more "modern", and seems to be a bit more adaptable to a larger displacement engine. these are simply my SOTP impressions... That's my impression also about L-Jet....just a bit more modern. In addition, it seems to have way less number of sensors ($$$$). I'm not quite sure if the AFM is adjustable or not? Some old 280Z's I had could have their AFM box adjusted with a simple turn of a screw. I think Joe is referring to a stroker 2200 we built for Scarlet75. It puts out around 150hp. In addition to that engine, we installed L-jet on another cammed 2.2L last year because the owner didn't like the dual carbs. He's very happy with it now. There is quite a bit one can do with L-jet when the system is understood. It does require quite a bit of tweaking though. A wideband AFM is a necessity. |
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